Page 11 - Demo

PHOTO CREDIT: HONDA AIRCRAFT COMPANY
The roomy cockpit of the HondaJet is equipped with the Garmin G3000, featuring three 14-inch displays and two touch controllers. Ergonomically, the cockpit layout philosophy embraces simplicity with multiple features that lower pilot workload.
Everything checks out, so we begin the engine start, get our clearance and taxi instructions. As we were parked on a tightly packed ramp at Appleton, Wisconsin, Gould demonstrated the aircraft’s incredibly tight turning abilities. Hydraulically powered and electrically controlled, the nosewheel steering is smoothly controlled through the rudder pedals. It is speed sensitive, so there is more travel at low speed than at high speed. On the ramp, the aircraft turned 60 degrees, practically within its own wing area, allow us to maneuver around cones and other obstacles around us. Residual thrust is only 90 pounds, so the pilot is not having to ride the brakes during the taxi.
After a short delay, we are cleared onto KATW’s Runway 30. Brakes are held while takeoff power is brought up and with brake release, the aircraft sprints down the runway. At 113 kts, we rotate and quickly accelerate as gear is brought up.
After a few turns and altitude holds for traffic avoidance, ATC sets us free to climb to our intended altitude of FL280. Hand-flying in the climb, the aircraft is easy to fly, a little heavy in roll (in part thanks to those large winglets) and responsive in pitch. Once I leveled off at FL280, the aircraft accelerated nicely to Mach 0.687 or about 413 kts. Honda publishes its max speed of 422 kts at FL310, although
October 2017
Trailing link gear deliver smooth landings while completely automatic lighting and de-ice systems lowers pilot workload.
most would prefer to fly it closer to its maximum operating altitude of FL430 to get the best range out of the aircraft. Published long-range cruise at FL430 nets 1,200 nm (with NBAA reserves), a speed of 368 kts, burning about 607 lbs/hr total.
I did a few steep turns to get the feel of the aircraft. In general, the aircraft felt true and predictable. After leveling and trimming for level flight, I give one rudder pedal a firm push to gauge lateral directional stability and how quickly the aircraft returned to balanced f light. The plane oscillated three to four times before settling down. Next, I reduced power the aircraft for slow f light. According to
HACI's test data, the wing will stall first around 55 percent semi-span with the separation expanding inboard. At the stall angle of attack, the wing root between the fuselage and the nacelle does not stall and there is adequate stall margin over the outboard portion of the wing, making the aircraft controllable well into the stall. Test data also found the OTWEM has no effect on the stall characteristics of the wing.
As I found, the aircraft is docile and handles predictably in slow f light, with the aircraft’s stick shaker giving me a wake-up call that a stall was imminent. A stick pusher prevents a full-out stall and keep pilots out of the low-speed danger zone.
TWIN & TURBINE • 9